Railway-rail.



No. 794,956. 9 PATENTED JULY 18,1905. A. A. STROM.

RAILWAY RAIL.

APPLICATION FILED DEO.23, 1904.

" WWI] mmllk yfZZy NITED STATES Patented July 18,1905.

PATENT OFFICE.

MULLIKEN & COMPANY, OF ILLINOIS.

OF CHICAGO, ILLINOIS, A CORPORATION RAILWAY-RAIL.

SPECIFICATION forming part of Letters Patent No. 794,956, dated July 18, 1905.

Application filed December 23, 1904. Serial No. 238,100. I

To to whom, it may concern.-

Be itknown that I, AXEL A. STRoM, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Railway-Rails, of which the following is a specification.

My invention relates to an improvement in the structural form of the T variety of rails employed in railway-tracks, more particularly in frogs, crossings, and switches therein.

Where, as is the common practice in a railway-frog, the tread-surfaces of the head portions of the wing-rails are of the same cross' sectional dimension as that of the main rails, the frog-point and the portions of the wingrails adjacent thereto are subject to rapid wear from pounding against them of the wheels of the rolling-stock in passing over them, with the effect of shortening, accordingly, the duration of the life of the frog. This pounding is materially augmented where the wear upon the tread-surfaces of the wheels from rolling upon the relatively narrow tread-surfaces of the treads of the ordinary T-rails of the main track grooves the wheel-treads, and thereby forms what is known as the artificial flange toward their circumferential edges, since the depressions about the wheel-treads cause the wheels to drop in their transition from one to the other of the frog-point and a wing-rail. In the case of railway-crossings this pounding against the ends of the rails where spaces are provided between them at the rail-intersections to admit the wheel-flanges also occurs from causes analogous to those explained with relation to railway-frogs, with the same detrimental effect upon the rails, and the same wear takes place on the rails at the switches in a railway-track.

The object of my invention is to reduce in a very material measure the extent of wear referred to by providing the rail employed in a position to be subjected thereto with a treadsurface so expanded as compared with the width of head of the main rail employed as to increase its wearing-surface and to adapt it to take the wheels, however much they may be grooved with wear, without material, if

l any, shock or pounding by reason of the wider rail-tread surface relative to the width of the wheel-tread, whereby it will tend to contact with the wheel-tread on both sides of any circumferential groove therein. To this end I produce the desired increase in the wearing-surface of the rail by providing a T-rail having its head throughout the greater portion of its length abnormally expanded relative to the thickness of the web equally on both sides of the plane of the latter, with an intermediate section of the rail as to its head, web, and flange on one side and as to its web and flange, but not its head, on the opposite or gage side deflected to a suitable angle, whence the end portion of the rail extends, with its base edges, web, and the outer side of the head in planes parallel, respectively, with the corresponding parts of the expanded section of the rail, while the head on the gage side of the rail extends throughout the latter in a continuous straight line and the end of the web registers with that of a regular main rail to permit the use of the ordinary straight splice-bar for joining the two rails together.

In the accompanying drawings, Figure 1 is a plan view of a broken portion of my im proved rail, shown in its relation to a mainrail, of which a broken portion is presented; Fig. 2, a section taken at the line 2 on Fig. l and viewed in the direction of the arrow, and Fig. 3 a section taken at the line 3 on Fig. 1 and viewed in the direction of the arrow.

A denotes my improved T-rail, which may be cast as awhole or otherwise formed. The rail involves an expanded section a, adeflected section Z), and an end section 0, the deflected and end sections being shown at only one end of the section (4, though it is within my invention to provide them at each end thereof. The section a is formed with a base f, a web a, and a head portion (Z, abnormally expanded relative to the width of the head g of a main rail B, to which my improved rail is adapted to be spliced, the expansion being preferably equal, however, on both sides of the plane of the web 6 throughout the section. The section bis deflected to a suitable angle as to both edges of its base at f" and as to its web at 6, but only on one side of its head at d, the other side of the head at the deflected section being in line with the corresponding side of the head of section a. The gage side of the rail-head on the end section 0 alines with the remainder of the head on that side of the rail, while the deflection brings its opposite side at d, as also the opposite edges of the base or flange at f and the web at 0 in planes parallel with those of the respectively corresponding parts of the expanded section a, whereby the web is made to register with the web 9 of a main rail B to permit the proper application of an ordinary splice-bar (not shown) for splicing together the rails A and B, and the heads of the two rails register on their gage side, while the opposite sides of the rail-heads of the two rails and their bases may, as shown, present offsets at the junction, which, however, are not objectionable so long as the rails register as to their webs and as to their heads at the gage side of the track-line.

The described formation of my improved rail reduces the width of its head at the gage side on the sections 7) and 0, as represented at (Z in Fig. 3, to correspond with the width of the corresponding side of a rail B of normal dimensions to maintain the gage-line of the track as to these rails, and this, together with the production of registration of the webs a and g, accomplish the important objects of my improvement, which may be otherwise variously modified without departure from my invention.

What I claim as new, and desire to secure by Letters Patent, is

1. As a new article of manufacture, a combination railway-rail of the T variety, having its head abnormally expanded throughout a portion of the rail length, with anothenportion thereof, as to its head, Web and base on one side of the rail, and as to its web and base, but not its head, on the opposite, gage, side thereof, deflected to a suitable angle, leaving the gage side of the heads of said two portions in alinement, and an end portion alining as to its web and the gage side of its head with the corresponding parts of said deflected section, substantially as and for the purpose set fortl 2. As anew article of manufacture, a railway-rail of the T variety, having its head abnormally expanded throughout a portion of the rail length, with another portion thereof, as to its head, web and base on one side of the rail and as to its web and base, but not its head, .on the opposite, gage, side, thereof, deflected to a suitable angle, leaving the gage side of the heads of said two portions in alinementand an end portion alining throughout the length thereof as to its Web, the gage side of its head and both sides of its base with the corresponding parts of said deflected section, substantially as and for the purpose set forth.

3. As a new article of manufacture, a railway-rail of the T variety having its head abnormally expanded throughout a portion of the rail length, with a deflected portion and an end portion extending from the latter having their web portions in alinement and their head portions reduced in cross-section on the gage side of the rail to aline with the corresponding side of the head on said first-named rail portion, substantially as and for the purpose set forth.

AXEL A. STROM. In presence of M. S. MACKENZIE, J. H. LANDES. 

